Narrative:

Climbing out at about 4;000 ft AGL on first officer's leg we noticed a tail compartment temp hi light on the annunciator panel. We performed the immediate action items and then proceeded with the completion of the QRH procedure. The light extinguished after 4-5 minutes after completing the immediate action items. The first officer continued to fly while we simultaneously declared an emergency with ATC; and asked for immediate vectors to return to [departure airport]. I contacted the flight attendants; informed them of our situation; and then made a short PA to the passengers to make them aware that everything was under control. We contacted operations to notify them of our return so that they could coordinate the assistance we would need upon arrival. We asked for the arff vehicles to stand by for our overweight landing of 138;900 pounds in case of hot brakes and/or tail compartment heat problems.the landing was uneventful and we touched down lightly at about 300 FPM with 40 degrees flaps and used med auto brakes. Off to on time totaled 12 minutes. The arff vehicles inspected us from outside and then followed us to the gate area as a precautionary measure. Contacted dispatch and submitted the overweight landing information. The brake temperature reached approximately 350 degrees but maintenance had blowers on them immediately upon reaching the gate by our request.tail compartment temperatures are an ongoing problem on the MD80 at such high ambient temperatures [at departure airport]. It would probably be prudent not to schedule MD80's into [this airport] during the summer with such high ramp temperatures; or at least have the ground crew implement a procedure that blows cool air into the tailcone area while at the gate and/or time the raising of the aft stairs to minimize heat build-up during the ground time at the gate. With the new procedures in the QRH that requires a landing at the nearest suitable airport; this problem will likely reoccur if we continue to do things the same way.

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Original NASA ASRS Text

Title: MD-82 Captain reported a Tail Compartment HI warning after takeoff from a warm-weather airport. In accordance with procedure; an emergency was declared and the flight returned to departure airport.

Narrative: Climbing out at about 4;000 FT AGL on First Officer's leg we noticed a Tail Compartment Temp HI light on the annunciator panel. We performed the Immediate Action items and then proceeded with the completion of the QRH procedure. The light extinguished after 4-5 minutes after completing the immediate action items. The First Officer continued to fly while we simultaneously declared an emergency with ATC; and asked for immediate vectors to return to [departure airport]. I contacted the flight attendants; informed them of our situation; and then made a short PA to the passengers to make them aware that everything was under control. We contacted Operations to notify them of our return so that they could coordinate the assistance we would need upon arrival. We asked for the ARFF vehicles to stand by for our overweight landing of 138;900 LBS in case of hot brakes and/or tail compartment heat problems.The landing was uneventful and we touched down lightly at about 300 FPM with 40 degrees flaps and used Med Auto Brakes. OFF to ON time totaled 12 minutes. The ARFF vehicles inspected us from outside and then followed us to the gate area as a precautionary measure. Contacted Dispatch and submitted the overweight landing information. The brake temperature reached approximately 350 degrees but Maintenance had blowers on them immediately upon reaching the gate by our request.Tail compartment temperatures are an ongoing problem on the MD80 at such high ambient temperatures [at departure airport]. It would probably be prudent not to schedule MD80's into [this airport] during the summer with such high ramp temperatures; or at least have the ground crew implement a procedure that blows cool air into the tailcone area while at the gate and/or time the raising of the aft stairs to minimize heat build-up during the ground time at the gate. With the new procedures in the QRH that requires a landing at the nearest suitable airport; this problem will likely reoccur if we continue to do things the same way.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.